Vehicle traveling control apparatus

ABSTRACT

Driving support ECU transmits a communication connection request to a help net center HNC when a driver of a vehicle has been determined to be in an abnormal state where the driver loses an ability to drive the vehicle, and when the communication connection to the help net center HNC has been established, the driving support ECU transmits the help signal (the positional information of the vehicle) and decelerates the vehicle at a constant deceleration to make the vehicle stop. On the other hand, when the communication connection to the help net center HNC has not been established, the driving support ECU makes the vehicle travel at a constant speed. Accordingly, it is possible to make the vehicle stop under a situation where the help net center HNC recognizes the vehicle position inside which the driver who has been determined to be in the abnormal state is.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/629,778, filed on Jun. 22, 2017, which claims priority from JapanesePatent Application No. 2016-125183, filed on Jun. 24, 2016, the entirecontents of which are incorporated herein by reference.

TECHNICAL FIELD

The present invention relates to a vehicle traveling control apparatuswhich decreases a vehicle speed of a vehicle to stop the vehicle when adriver of the vehicle has fallen into an abnormal state in which thedriver loses an ability to drive the vehicle.

BACKGROUND ART

An apparatus has conventionally been proposed which determines whetheror not a driver has fallen into an abnormal state where the driver losesan ability to drive a vehicle (for example, a drowsy driving state, amental and physical failure state, and the like), and decelerates thevehicle when the driver is determined to be in such an abnormal state(for example, refer to Japanese Patent Application Laid-Open (kokai) No.2009-73462.).

It should be noted that hereinafter an “abnormal state where a driverloses an ability to drive a vehicle” is simply also referred to as an“abnormal state” and a “determination whether or not a driver is in theabnormal state” is simply also referred to as an “abnormalitydetermination of a driver”.

SUMMARY OF THE INVENTION

When the driver has fallen into the abnormal state, a rescue request foran emergency facility can be made by using a help network system. In thehelp network system, a help net center is established where a rescuerequest is received from a site of an abnormality occurrence, and byreporting to (calling in) the help net center, local emergencyfacilities are called for service. For example, the help net centeracquires a positional information of the vehicle transmitted from acommunication device of the vehicle inside which the driver in theabnormal state is. Then, the help net center makes a call for anambulance as well as a call for a rescue team to head to the vehicleposition, and requests a road management station to take care of othervehicles for the stopped vehicle (display messages on electronic messageboards and set up traveling restriction signs, and so on, andhereinafter refer to “support other vehicles”), and so on.

When the driver has fallen into the abnormal state, it is desired torescue the driver by reporting to the help net center as soon aspossible. Besides, when a vehicle traveling control apparatusdecelerates or stops the vehicle by detecting that the driver is in theabnormal state, it is desired to report to the road management stationas soon as possible.

However, if the vehicle is made to stop under a situation where acommunication connection between the communication device of the vehicleand the help net center cannot be established, the help net centercannot recognize the position of the vehicle inside which the driver is,and therefore it is considered that it is impossible to properly makethe call for an ambulance as well as the call for a rescue team and torequest a road management station for supporting other vehicles.

The present invention is made in order to resolve the problem above.That is, one of objects of the present invention is to provide a vehicletraveling control apparatus of a vehicle with which an emergency measuresuch as a rescue of a driver can be properly taken, using a help networksystem.

In order to achieve the object above, one feature of a vehicle travelingcontrol apparatus of the present invention lies in that the vehicletraveling control apparatus applied to a vehicle comprises;

-   -   abnormality determination means (10, S13, S62, S104, S109) for        continuously determining whether or not a driver of the vehicle        is in an abnormal state where the driver loses an ability to        drive the vehicle;    -   vehicle position acquisition means (10, 100, 101) for acquiring        a positional information representing a current position of the        vehicle;    -   stop traveling means (10, 30, 40, S39, S113) for making the        vehicle stop by decreasing a vehicle speed of the vehicle to        zero after an abnormality determination point in time which is a        point in time at which the driver has been determined to be in        the abnormal state; and    -   report means (10, 110, 111, S37) for transmitting to a help net        center where a rescue request is arranged the positional        information of the vehicle via wireless communication based on a        determination result that the driver is in the abnormal state,    -   wherein,    -   the stop traveling means is configured to;        -   determine (S34) whether or not the report means is in a            state of a communication connection to the help net center;            and        -   make the vehicle stop (S34: Yes, S39) under a condition that            the report means is in the state of a communication            connection.

In the present invention, the abnormality determination meanscontinuously conducts the determination whether or not the driver of thevehicle is in the abnormal state in which the driver loses the abilityto drive the vehicle. As described later, the abnormality determinationof the driver can be conducted by means of various methods. For example,the abnormality determination can be conducted by determining whether ornot a state in which the driver does not conduct any operation to drivethe vehicle (a state-with-no-driving-operation) continues for more thanor equal to a threshold time (a threshold time for the abnormalitydetermination of the driver), or by determining whether or not a statein which the driver does not push a confirmation button even when thedriver is urged to push the confirmation button continues for more thanor equal to a threshold time, and so on. Alternatively, the abnormalitydetermination can be conducted by using a so called “driver monitortechnique” disclosed in Japanese Patent Application Laid-Open (kokai)No. 2013-152700 and so on.

The vehicle position acquisition means acquires the positionalinformation representing a current position of the vehicle. The stoptraveling means makes the vehicle stop by decreasing the vehicle speedof the vehicle to zero after the abnormality determination point in timewhich is a point in time at which the driver has been determined to bein the abnormal state. Besides, the report means transmits to the helpnet center where the rescue request is arranged the positionalinformation of the vehicle via wireless communication based on thedetermination result that the driver is in the abnormal state.“Transmitting the positional information of the vehicle to the help netcenter” means reporting to the help net center that the driver is in theabnormal state. Therefore, hereinafter, “transmitting the positionalinformation of the vehicle to the help net center” is referred to as“reporting”.

With this configuration, a call for an ambulance to head to the vehicleposition and a request to a road management station for supporting othervehicles and the like can be made at an early timing.

However, if the vehicle is made to stop under a situation where thecommunication connection between the report means and the help netcenter cannot be established, the help net center cannot recognize theposition of the vehicle inside which the driver is, and therefore itbecomes impossible to request for an emergency measure such as a rescueof the driver.

Therefore, the stop traveling means of the present invention determineswhether or not the report means is in the state of the communicationconnection to the help net center, and makes the vehicle stop under thecondition that the report means is in the state of the communicationconnection. Accordingly, it is possible to make the vehicle stop under asituation where the help net center recognizes the position of thevehicle inside which the driver who has been determined to be in theabnormal state is. As a result, according to the present invention, theemergency measure such as the rescue of the driver and the like can betaken properly.

One feature of another aspect of the present invention lies in that;

-   -   the stop traveling means is configured to;        -   start decelerating the vehicle (S113) from a temporary            abnormality determination point in time (S108) which is a            timing at which the driver has been first determined to be            in the abnormal state by the abnormality determination            means; and        -   make the vehicle stop (S39) under a condition where the            report means is in the state of a communication connection            in a situation where an accuracy of the determination by the            abnormality determination means has exceeded an accuracy of            a determination at the temporary abnormality determination            point in time (S112: Yes, S116: Yes), and

the report means is configured to start transmitting the positionalinformation of the vehicle in the situation where an accuracy of thedetermination by the abnormality determination means has exceeded anaccuracy of a determination at the temporary abnormality determinationpoint in time (S118, S31: Yes).

According to another aspect of the present invention, the decelerationof the vehicle is started from the temporary abnormality determinationpoint in time which is the timing at which the driver has been firstdetermined to be in the abnormal state. At this stage, the positionalinformation of the vehicle is not transmitted to the help net centeryet. When the accuracy of the determination by the abnormalitydetermination means has exceeded the accuracy of the determination atthe temporary abnormality determination point in time, the report meansstarts transmitting the positional information of the vehicle. Forexample, when a determination that the driver is in the abnormal statehas continued to be made for a predetermined set time from the temporaryabnormality determination point in time, or when a vehicle speed hasdecreased to a predetermined set vehicle speed greater than zero in asituation where the determination that the driver is in the abnormalstate continues to be made, and the like, it can be said that thesituation where the accuracy of the determination by the abnormalitydetermination means has exceeded the accuracy of the determination atthe temporary abnormality determination point in time is realized.

For example, if the driver has not actually fallen into the abnormalstate, it becomes possible to make the driver become aware of thedeceleration of the vehicle to induce the driver to conduct anaccelerating operation and the like. If there is such a response fromthe driver, the determination that the driver is in the abnormal statecan be cancelled. Accordingly, erroneous reports to the help net center(that is, reporting to the help net center in spite of that the driveris not actually in the abnormal state) can be reduced.

On the other hand, the report means starts transmitting the positionalinformation of the vehicle in the situation where the accuracy of thedetermination by the abnormality determination means has exceeded theaccuracy of the determination at the temporary abnormality determinationpoint in time after the deceleration of the vehicle was started.Besides, the stop traveling means makes the vehicle stop (deceleratesthe vehicle until the vehicle speed becomes zero) under the conditionthat the report means is in the state of the communication connection.Therefore, it is possible to make the vehicle stop under a situationwhere the help net center recognizes the position of the vehicle insidewhich the driver who has been determined to be in the abnormal state is.Accordingly, the emergency measure such as the rescue of the driver andthe like can be taken properly.

One feature of another aspect of the present invention lies in that;

the stop traveling means is configured to stop decelerating the vehicle(S42: No, S43, S35) when a communication between the report means andthe help net center is interrupted in midst of deceleration for makingthe vehicle stop.

For example, owing to the vehicle entering a tunnel and the like, theremay be a case that the communication between the report means and thehelp net center is interrupted in midst of the deceleration for makingthe vehicle stop. If the vehicle is made to stop in such a case, itbecomes impossible for the help net center to recognize the position ofthe vehicle inside which the driver who has been determined to be in theabnormal state is.

Therefore, in another aspect of the present invention, in a case whenthe communication between the report means and the help net center isinterrupted in midst of the deceleration for making the vehicle stop,that is, in midst of the deceleration of the vehicle for decreasing thevehicle speed of the vehicle to zero, the stop traveling means stopsdecelerating the vehicle not to make the vehicle stop. For example, thestop traveling means makes the vehicle travel at a constant speed.Accordingly, it is possible to move the vehicle to a position where thecommunication between the report means and the help net center can beresumed. Therefore, the communication between the report means and thehelp net center is ensured to be made at a position where the vehiclestops, and as a result, the emergency measure such as the rescue of thedriver and the like can be taken properly.

One feature of another aspect of the present invention lies in that;

the stop traveling means is configured not to make the vehicle stop(S47: Yes, S36) until a stop permission signal is transmitted from thehelp net center.

In another aspect of the present invention, the stop traveling meansdoes not make the vehicle stop until the stop permission signal istransmitted from the help net center. For example, the stop travelingmeans makes the vehicle travel at a constant speed until the stoptraveling means receives the stop permission signal transmitted from thehelp net center. Therefore, it is possible to make the vehicle stopunder a more appropriate situation.

One feature of another aspect of the present invention lies in that;

the stop traveling means is configured to make the vehicle stop (S52:Yes, S53) when a state in which a communication connection between thereport means and the help net center cannot be established has continuedfor more than an upper limit time set in advance.

For example, in a case when a communication failure and the like of thehelp network system occurred, the state in which the communicationconnection between the report means and the help net center cannot beestablished continues all long. Therefore, the stop traveling meansmakes the vehicle stop when a time during which the communicationconnection between the report means and the help net center cannot beestablished has exceeded the upper limit time set in advance.Accordingly, it is possible to cope with the aforementioned failureoccurrence.

In the above description, references used in the following descriptionsregarding embodiments are added with parentheses to the elements of thepresent invention, in order to assist in understanding the presentinvention. However, those references should not be used to limit thescope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic configuration diagram of a vehicle travelingcontrol apparatus according to an embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a help network system.

FIG. 3 is a flowchart showing a routine under a normal state.

FIG. 4 is a flowchart showing a routine under an abnormal state.

FIG. 5 is a flowchart showing a modification example 1 of the routineunder the abnormal state.

FIG. 6 is a flowchart showing a modification example 2 of the routineunder the abnormal state.

FIG. 7 is a flowchart showing a modification example 3 of the routineunder the abnormal state.

FIG. 8 is a flowchart showing a modification example 4 of the routineunder the abnormal state.

FIG. 9 is a flowchart showing a modification example 1 of the routineunder the normal state.

DESCRIPTION OF THE EMBODIMENT

A vehicle traveling control apparatus (driving support apparatus)according to an embodiment of the present invention will be describedbelow, referring to figures.

A vehicle traveling control apparatus according to the embodiment of thepresent invention is, as shown in FIG. 1, applied to a vehicle(hereinafter, may be referred to as an “own vehicle” in order todistinguish it from other vehicles), and comprises a driving support ECU10, an engine ECU 30, a brake ECU 40, an electrically-driven parkingbrake ECU 50, a steering ECU 60, a meter ECU 70, a warning ECU 80, abody ECU 90, a navigation ECU 100, and an external communication ECU110.

Each of the ECUs is an electric control unit comprising a microcomputeras a main part. Those ECUs are connected via CAN (Controller AreaNetwork) which is not illustrated so that the ECUs are capable ofmutually transmitting and receiving information. In the presentspecification, the microcomputer includes CPU, ROM, RAM, a non-volatilememory, an interface I/F, or the like. The CPU is configured torealize/perform various functions by executing instructions (i.e.,programs or routines) stored in the ROM. Some of those ECUs or all ofthose ECUs may be integrated into one ECU.

The driving support ECU 10 is connected to sensors (including switches)listed below, and is configured to receive a detection signal or anoutput signal of these sensors. It should be noted that each sensor maybe connected to ECUs other than the driving support ECU 10. In thiscase, the driving support ECU 10 receives the detection signal or theoutput signal of the sensor via CAN from the ECU to which the sensor isconnected.

An accelerator pedal operation amount sensor 11 is configured to detectan operation amount (an accelerator position) of an accelerator pedal 11a of the own vehicle, and to output a signal representing theaccelerator pedal operation amount AP.

A brake pedal operation amount sensor 12 is configured to detect anoperation amount of a brake pedal 12 a of the own vehicle, and to outputa signal representing the brake pedal operation amount BP.

A stop lamp switch 13 is configured to output a low level signal whenthe brake pedal 12 a is not being depressed (is not being operated), andto output a high level signal when the brake pedal 12 a is beingdepressed (is being operated).

A steering angle sensor 14 is configured to detect a steering angle ofthe own vehicle, and to output a signal representing the steering angleθ.

A steering torque sensor 15 is configured to detect a steering torqueadded to a steering shaft US of the own vehicle by an operation of asteering wheel SW, and to output a signal representing the steeringtorque Tra.

A vehicle speed sensor 16 is configured to detect a traveling speed (avehicle speed) of the own vehicle, and to output a signal representingthe vehicle speed SPD.

A radar sensor 17 a is configured to obtain information regarding a roadahead of the own vehicle, and a three-dimensional object present in theroad. The three-dimensional object includes, for example, moving objectssuch as a pedestrian, a bicycle and an automobile, and static objectssuch as a power pole, a tree, and a guardrail. Hereinafter, thesethree-dimensional objects may be referred to as a “target object.”

The radar sensor 17 a comprises a “radar transmission/reception part anda signal processor”, both of which are not illustrated.

The radar transmission/reception part emits an electric wave in amillimeter waveband (hereinafter, referred to as a “millimeter wave”) toan ambient region of the own vehicle including a front region of the ownvehicle, and receives a millimeter wave (i.e., a reflected wave)reflected from a target object which is present in the emitted area.

The signal processor obtains, every predetermined period of time, aninter-vehicle distance (a longitudinal distance), a relative speed, alateral distance, a relative lateral speed, and the like, with respectto each detected target object based on a phase difference between thetransmitted millimeter wave and the received reflected wave, anattenuation level of the reflected wave, a time from a point in time oftransmitting the millimeter wave to a point in time of receiving thereflected wave, or the like.

A camera apparatus 17 b comprises a “stereo camera and an imageprocessor”, both of which are not illustrated.

The stereo camera photographs/captures landscapes of a left-side regionand a right-side region in front of the vehicle to obtain aleft-and-right pair of image data.

The image processor is configured to calculate information as to whetheror not a target object is present, a relative relationship between theown vehicle and the target object and the like, based on theleft-and-right pair of image data photographed/captured by the stereocamera to output them.

It should be noted that the driving support ECU 10 is configured todetermine a relative relationship (target object information) betweenthe own vehicle and the target object by composing the relativerelationship between the own vehicle and the target object obtained bythe radar sensor 17 a and the relative relationship between the ownvehicle and the target object obtained by the camera apparatus 17 b.Further, the driving support ECU 10 is configured to recognize a lanemarker such as a left white line and a right white line of a road(hereinafter, simply referred to as a “white line”) based on theleft-and-right pair of image data (road image data)photographed/captured by the camera apparatus 17 b and to obtain a shapeof the road (a curvature radius representing a degree of how much theroad is curved), a positional relationship between the road and thevehicle, and the like. In addition, the driving support ECU 10 isconfigured to also obtain the information whether or not a road sidewall exists based on the image data photographed/captured by the cameraapparatus 17 b.

An operation switch 18 is a switch to be operated by a driver. Thedriver can select whether or not to perform a traffic lane keepingcontrol (LKA: Lane Keeping Assist control) by operating the operationswitch 18. Moreover, the driver can select whether or not to perform atrailing inter-vehicle distance control (ACC: Adaptive Cruise Control)by operating the operation switch 18.

A yaw rate sensor 19 is configured to detect a yaw rate of the ownvehicle to output an actual yaw rate YRa.

A confirmation button 20 is arranged at a position capable of beingoperated by the driver. The confirmation button 20 is configured tooutput a low-level signal when not being operated and to output ahigh-level signal when being pressed.

The driving support ECU 10 is configured to perform the LKA and the ACC.Further, as described later, the driving support ECU 10 is configured todetermine whether or not the driver is in an abnormal state in which thedriver loses an ability to drive the vehicle, and to perform varioustypes of control to perform appropriate processes when the driver isdetermined to be in the abnormal state.

The engine ECU 30 is connected to an engine actuator 31. The engineactuator 31 includes actuators for changing a driving state of aninternal combustion engine 32. In the present embodiment, the internalcombustion engine 32 is a gasoline fuel injection, spark ignition,multi-cylinder engine, and comprises a throttle valve to adjust anintake air amount. The engine actuator 31 includes at least a throttlevalve actuator to change an opening degree of the throttle valve. Theengine ECU 30 can change torque which the internal combustion engine 32generates by driving the engine actuator 31. The torque which theinternal combustion engine 32 generates is transmitted to anon-illustrated driving wheels via a non-illustrated transmission gear.Therefore, the engine ECU 30 can control the engine actuator 31 tocontrol a driving force of the own vehicle, so as to change anacceleration state (an acceleration rate).

The brake ECU 40 is connected to a brake actuator 41. The brake actuator41 is provided in a hydraulic circuit between a non-illustrated mastercylinder to compress operating fluid with a depression force of thebrake pedal and friction brake mechanisms 42 provided atleft-and-right-front wheels and left-and-right-rear wheels. Each of thefriction brake mechanisms 42 comprises a brake disc 42 a fixed to thewheel and a brake caliper 42 b fixed to a vehicle body. The brakeactuator 41 adjusts, in response to an instruction from the brake ECT40, a hydraulic pressure that is supplied to a wheel cylinder which isbuilt in the brake caliper 42, and operates the wheel cylinder with thehydraulic pressure. Thereby, the brake actuator 41 presses a brake padonto the brake disc 42 a to generate a friction braking force.Accordingly, the brake ECU 40 can control the braking force of the ownvehicle by controlling the brake actuator 41.

The electrically-driven parking brake ECU (hereinafter, may be referredto as an “EPB ECU”) 50 is connected to a parking brake actuator(hereinafter, may be referred to as a “PKB actuator”) 51. The PKBactuator 51 is an actuator for pressing the brake pad onto the brakedisc 42 a or for, in a case when comprising a drum brake, pressing ashoe onto a drum rotating with the wheel. Therefore, EPB ECU 50 can adda parking brake force to the wheel by means of the PKB actuator 51 tomaintain the vehicle in a stop state.

The steering ECU 60 is a control apparatus of a well-knownelectrically-driven power steering system and is connected to a motordriver 61. The motor driver 61 is connected to a steering motor 62. Thesteering motor 62 is incorporated into a non-illustrated “steeringmechanism including the steering wheel, the steering shaft coupled tothe steering wheel, a gear mechanism for steering, and the like” of thevehicle. The steering motor 62 generates torque with electric powersupplied from the motor driver 61 to be able to add a steering assisttorque using the torque, or to turn left-and-right steered wheels.

The meter ECU 70 is connected to a non-illustrated digital indicationtype meter and is also connected to a hazard lamp 71 and a stop lamp 72.The meter ECU 70 can, in response to an instruction from the drivingsupport ECU 10, make the hazard lamp 71 blink and make the stop lamp 72light.

The warning ECU 80 is connected to a buzzer 81 and an indicator 82. Thewarning ECU 80 can, in response to an instruction from the drivingsupport ECU 10, make the buzzer 81 sound to alert the driver, make amark for alerting (for example, a warning lamp) light on the indicator82, display a warning message on the indicator 82, and display anoperating state of a driving support control on the indicator 82.

The body ECU 90 is connected to a door lock device 91 and a horn 92. Thebody ECU 90 can unlock the door lock device 91 in response to aninstruction from the driving support ECU 10. In addition, the body ECU90 can make the horn 92 sound in response to an instruction from thedriving support ECU 10.

The navigation ECU 100 is connected to a GPS receiver 101, a mapdatabase 102, a touch-screen display 103, and so on. The GPS receiver101 receives a GPS signal for detecting a current position of the ownvehicle. The map database 102 stores map information etc. Thetouch-screen display 103 is a human machine interface. The navigationECU 100 identifies the current position of the own vehicle based on theGPS signal, and performs various types of processing based on the ownvehicle position and on the map information etc. stored in the mapdatabase 102 to perform a route guidance using the display 103.

The map information stored in the map database 102 includes roadinformation. The road information includes parameters representing ashape of a road for every section (for example, a curvature radius or acurvature of a road representing a degree of curve of the road). Itshould be noted that the curvature is a reciprocal of the curvatureradius.

The external communication ECU 110 is connected to a wirelesscommunication device 111. The external communication ECU 110 and thewireless communication device 111 are wireless communication terminalsfor connecting to a help network system. As shown in FIG. 2, the helpnetwork system HNS is configured by including a communication networkCN, and a help net center HNC connected to the communication network CN,and a fire station FS, a police station CS and a road management stationRS, each of which is connected to the communication network CN(hereinafter, these may also be referred to as an “on-site processingdepartment”.), and a wireless relay base station RA connected to thecommunication network CN, and user communication terminals UT which theuser of this system possesses. One of the user communication terminalsUT corresponds to the external communication ECU 110 (including thewireless communication device 111). It should be noted that the help netcenter HNC, the fire station FS, the police station CS and the roadmanagement station RS, each of which is connected to the communicationnetwork CN means a communication device provided at each of thoseinstitutions.

Upon reception of a help net connection instruction from the drivingsupport ECU 10, the external communication ECU 110 actuates the wirelesscommunication device 111 to perform a communication connection to thehelp net center HNC. The help net center HNC comprises a communicationdevice for transmitting/receiving signals to/from unspecified largenumber of user communication terminals UT. In the present specification,“communicating with the help net center” means communicating with thecommunication device provided at the help net center HNC.

In addition, the external communication ECU 110 comprises a microphoneand a speaker for a telephone call with an operator at the help netcenter HNC, and is also configured to report on-site information to theoperator from an inside of the own vehicle. Further, the externalcommunication ECU 110 comprises a call button as well for calling thehelp net center HNC. It should be noted that in the present embodiment,processing under the following situation will be described, that is, thesituation where the driver is in the abnormal state in which the drivercannot perform driving operations, namely, the driver cannot make atelephone call with the operator using these functions.

Upon reception of the help net connection instruction from the drivingsupport ECU 10, the external communication ECU 110 obtains from thenavigation ECU 100 the current position of the own vehicle detected withthe GPS receiver 21, and transmits to the help net center HNC a signal(hereinafter, may be referred to as a “help signal”) including a vehicleposition information representing the current position and an ID numberwhich identifies the own vehicle (for example, a vehicle number). Aswill be described later, the driving support ECU 10 continuouslyperforms a determination whether or not the driver is in the abnormalstate in which the driver loses the ability to drive the vehicle whilethe vehicle is traveling. The driving support ECU 10 transmits the helpnet connection instruction to the external communication ECU 110 whenthe driver has been determined to be in the abnormal state. The externalcommunication ECU 110 transmits the help signal to the help net centerHNC using the wireless communication device 111 based on this help netconnection instruction.

Upon reception of the help signal, the help net center HNC searches foran on-site processing department in charge of an area where the vehiclewhich has transmitted the help signal is positioned, and transmitsvarious types of information to the searched on-site processingdepartment. The on-site processing department dispatches emergencyvehicles such as an ambulance, a police vehicle and so on to the sitebased on the various types of information transmitted from the help netcenter HNC, and then rescues the driver, carries the driver to ahospital as well as supports other vehicles (displays messages onelectronic message boards and sets up traveling restriction signs, andso on).

<Summary of Control Processing>

Next, summary of the control processing performed by the driving supportECU 10 will be described. The driving support ECU 10 repeatedlydetermines whether or not “the driver is in the abnormal state in whichthe driver loses the ability to drive the vehicle (may be simplyreferred to as an “abnormal state”)” while the vehicle is traveling.

When the driving support ECU 10 has detected that the driver is in theabnormal state, the driving support ECU 10 transmits a communicationconnection request to the help net center HNC. The driving support ECU10 does not start decelerating the vehicle until the communicationconnection to the help net center HNC is established. When thecommunication connection to the help net center HNC is established, thedriving support ECU 10 starts transmitting the help signal to the helpnet center HNC. On the other hand, the help signal cannot be transmittedto the help net center HNC until the communication connection to thehelp net center HNC is established. During that time (that is, while thecommunication connection to the help net center HNC is not established),the driving support ECU 10 does not start the deceleration of thevehicle, but makes the vehicle travel at a constant speed so that avehicle speed at that point in time (a point in time at which theabnormal state has been detected) is maintained.

The traveling control of the vehicle stated above is conducted when thedriver's abnormality is detected under a situation where a trailinginter-vehicle distance control (ACC) is being conducted. When thetrailing inter-vehicle distance control is being conducted, the vehicletravels without an accelerator pedal operation by the driver. Therefore,in a case when the driver's abnormality is being detected, adeceleration control which makes a vehicle decelerate at a predeterminedtarget deceleration or a constant speed control which maintains avehicle speed are conducted in place of the trailing inter-vehicledistance control. In this case, when the driver's abnormality isdetected, it is preferable that the driving support ECU 10 starts thetraffic lane keeping control (LKA) if the traffic lane keeping control(LKA) has not been conducted.

Now, the traffic lane keeping control and the trailing inter-vehicledistance control will be described first.

<Traffic Lane Keeping Control (LKA)>

The traffic lane keeping control (hereinafter, referred to as “LKA”) isa control to support a steering operation of the driver by adding thesteering torque to the steering mechanism so that a position of the ownvehicle is kept nearby (in the vicinity of) a target traveling line in a“lane on which the own vehicle is traveling (a traveling lane)”. The LKAitself is well known (for example, refer to Japanese Patent ApplicationsLaid-Open (kokai) No. 2008-195402, No. 2009-190464, No. 2010-6279, andJapanese Patent No. 4349210, and so on.). Therefore, a simpledescription will next be made below.

The driving support ECU 10 performs the LKA when the LKA is beingrequested by the operation of the operation switch 18. The drivingsupport ECU 10 recognizes (obtains) “the left white line LL and theright white line LR” of the lane on which the own vehicle is travelingbased on the image data transmitted from the camera apparatus 17 b whenthe LKA is being requested, and determines a central position of a pairof these white lines to be a target traveling line Ld. In addition, thedriving support ECU 10 calculates a curve radius (a curvature radius) Rof the target traveling line Ld, and a position and a direction of theown vehicle in a traveling line defined by the left white line LL andthe right white line LR.

Then, the driving support ECU 10 calculates a distance Dc (hereinafter,referred to as a “center distance Dc”) in a width direction of a roadbetween a central position of a front end of the own vehicle and thetarget traveling line Ld, and a deviation angle θy (hereinafter,referred to as a “yaw angle θy”) between a direction of the targettraveling line Ld and the traveling direction of the own vehicle.

Further, the driving support ECU 10 calculates a target yaw rate YRc*using the following formula (1) based on the center distance Dc, the yawangle θy, and a road curvature v (=1/curvature radius R) every time apredetermined calculation interval elapses. In the formula (1), K1, K2and K3 are control gains. The target yaw rate YRc* is a yaw rate set sothat the own vehicle can travel along the target traveling line Ld.

YRc*=K1×Dc+K2×θy+K3×v  (1)

The driving support ECU 10 calculates a target steering torque Tr* forobtaining the target yaw rate YRc* based on the target yaw rate YRc* andthe actual yaw rate YRa every time a predetermined calculation intervalelapses. More specifically, the driving support ECU 10 stores a lookuptable in advance which defines a relationship between a “deviationbetween the target yaw rate YRc* and the actual yaw rate YRa” and the“target steering torque Tr*”, and calculates the target steering torqueTr* by applying the deviation between the target yaw rate YRc* and theactual yaw rate YRa to the table. Thereafter, the driving support ECU 10controls the steering motor 62 using the steering ECU 60 so that theactual steering torque Tra matches with (becomes equal to/coincideswith) the target steering torque Tr*. It should be noted that the LKA isa control that only assists a steering wheel operation by the driversuch that the own vehicle travels along the target traveling line, andthe LKA is not a control that permits “driving without holding thesteering wheel”. Therefore, the driver is required to hold the steeringwheel. The above description is a summary of the LKA.

<Trailing Inter-Vehicle Distance Control (ACC)>

The trailing inter-vehicle distance control (hereinafter, referred to as“ACC”) is a control to make the own vehicle trail the preceding vehicletraveling right ahead the own vehicle, while keeping the inter-vehicledistance between the preceding vehicle and the own vehicle to be/at apredetermined distance. The ACC itself is well known (for example, referto Japanese Patent Applications Laid-Open (kokai) No. 2014-148293 andNo. 2006-315491, and Japanese Patents No. 4172434, and No. 4929777 andso on.) Therefore, a simple description will be made below.

The driving support ECU 10 performs the ACC in a case when the ACC isbeing requested by the operation of the operation switch 18.

More specifically, the driving support ECU 10 selects a trailing targetvehicle (i.e., a trailing objective vehicle) based on the target objectinformation obtained by the radar sensor 17 a and the camera apparatus17 b in a case when the ACC is being requested. For example, the drivingsupport ECU 10 determines whether or not a relative position of thetarget object (n) identified by the lateral distance Dfy(n) and theinter-vehicle distance Dfx(n) of the detected target object (n) exists(or, is present) in a trailing target vehicle area which is set inadvance so as to have a lateral length that becomes smaller as theinter-vehicle distance becomes larger. Thereafter, when the relativeposition of the target object exists (or, is present) in the trailingtarget vehicle area for more than or equal to a predetermined time, thedriving support ECU 10 selects the target object (n) as the trailingtarget vehicle.

Further, the driving support ECU 10 calculates a target accelerationGtgt using either a formula (2) or a formula (3) below. In the formula(2) and the formula (3), a Vfx(a) is a relative speed of the trailingtarget vehicle (a), k1 and k2 are predetermined positive gains(coefficients), and ΔD1 is an inter-vehicle deviation obtained bysubtracting a “target inter-vehicle distance Dtgt” from an“inter-vehicle distance Dfx(a) of the trailing target vehicle (a)”(=Dfx(a)−Dtgt). It should be noted that the target inter-vehicledistance Dtgt is calculated by multiplying a target inter-vehicle timeTtgt which is set by the driver by using the operation switch 18 by thevehicle speed SPD of the own vehicle (that is, Dtgt=Ttgt×SPD).

The driving support ECU 10 determines the target acceleration Gtgt byusing (in accordance with) the following formula (2) in a case when thevalue (k1×ΔD1+k2×Vfx(a)) is positive or “0”. Ka1 is a positive gain(coefficient) for an acceleration and is set to be a value less than orequal to be “1”.

The driving support ECU 10 determines the target acceleration Gtgt byusing (in accordance with) the following formula (3) in a case when thevalue (k1×ΔD1+k2×Vfx(a)) is negative. Kd1 is positive a gain(coefficient) for a deceleration and is set to be “1” in the presentembodiment.

Gtgt (for the acceleration)=ka1×(k1×ΔD1+k2×Vfx(a))  (2)

Gtgt (for the deceleration)=kd1×(k1×ΔD1+k2×Vfx(a))  (3)

It should be noted that in a case when the target object does not exist(or not be present) in the trailing target vehicle area, the drivingsupport ECU 10 determines the target acceleration Gtgt based on a“target speed which is set depending on the target inter-vehicle timeTtgt” and the vehicle speed SPD, in such a manner that the vehicle speedSPD matches with (becomes equal to) the target speed.

The driving support ECU 10 controls the engine actuator 31 through theengine ECU 30, and when needed, controls the brake actuator 41 throughthe brake ECU 40 in such a manner that the acceleration of the ownvehicle matches with the target acceleration Gtgt. The above descriptionis a summary of the ACC.

<Specific Control Routine>

Next, the traveling control processing performed by the driving supportECU 10 will be described. The driving support ECU 10 performs thetraveling control of the vehicle and at the same time, controls a reportto the help net center HNC by performing the following routines inparallel, that is, a routine under a normal state shown in FIG. 3 and aroutine under an abnormal state shown in FIG. 4 every time apredetermined calculation interval elapses.

The driving support ECU 10 sets the current driver's state, classifyingthe state into “normal” and “abnormal”, and stores the set state. Anabnormality flag Fe is used as information showing the driver's state.The value of the abnormality flag Fe being “1” means that the currentstate of the driver is “abnormal”. At a point in time when the ignitionkey is turned on, the abnormality flag Fe is initialized to be set to“0” (Fe=0).

When an ignition switch is turned on, the routines in FIG. 3 and FIG. 4start. In this case, since the abnormality flag Fe has been initialized(Fe=0), the routine under the normal state in FIG. 3 substantiallyfunctions. Hereinafter, a description will be made, starting with theroutine under the normal state in FIG. 3. It should be noted that theroutine under the normal state in FIG. 3 will be activated when the ACCis being performed.

When the routine under the normal state is started, the driving supportECU 10 determines, at a step S11, whether or not the abnormality flag Feis “0”. The driving support ECU 10 makes an “Yes” determination sincethe abnormality flag Fe has been initialized right after the ignitionswitch was turned on. In this case, the driving support ECU 10 proceedsto a step S12 to determine whether or not the vehicle speed SPD is morethan or equal to an abnormality determination permission vehicle speedSPD0 set in advance. The driving support ECU 10 tentatively terminatesthis routine under the normal state in a case when the vehicle speed SPDdoes not reach the abnormality determination permission vehicle speedSPD0.

In a case when the vehicle speed SPD is determined to be more than orequal to the abnormality determination permission vehicle speed SPD0(S12: Yes) as a result of repeating the determination processes statedabove, the driving support ECU 10 determines, at a step S13, whether ornot the driver is in a state where the driver does not perform anydriving operation (a state-with-no-driving-operation). Thestate-with-no-driving-operation is a state where any of parametersconsisting of one or more combinations of “the accelerator pedaloperation amount AP, the brake pedal operation amount BP, the steeringtorque Tra, and a signal level of the stop lamp switch 13” which varydepending on a driver does not change. In the present embodiment, thedriving support ECU 10 regards a state where any of “the acceleratorpedal operation amount AP, the brake pedal operation amount BP, and thesteering torque Tra” does not change as well as the steering torquesremains “0” as the state-with-no-driving-operation.

In a case when the current state is not thestate-with-no-driving-operation (S13: Yes), the driving support ECU 10clears, at a step S14, a value of an abnormality determination timer teto zero and tentatively terminates the routine under the normal state.The value of the abnormality determination timer te is set to “0” whenthe ignition switch is turned on.

When the state-with-no-driving-operation is detected as a result ofrepeating the processes stated above, the driving support ECU 10increases, at a step S15, the value of the abnormality determinationtimer te by “1” on all such occasions. Therefore, the value of theabnormality determination timer te represents a time during which thestate-with-no-driving-operation continues.

Next, the driving support ECU 10 determines, at a step S16, whether ornot the value of the abnormality determination timer te is more than orequal to an abnormality confirmation time teref set in advance. When theduration time of the state-with-no-driving-operation is less than theabnormality confirmation time teref, the driving support ECU 10tentatively terminates the routine under the normal state.

When an operation by the driver is detected (S13: Yes) in the middle ofthe repetition of the processes stated above, the value of theabnormality determination timer te is cleared to zero at the step S14.

On the other hand, when the value of the abnormality determination timerte reaches the abnormality confirmation time teref without any drivingoperations by the driver being detected (S16: Yes), the driving supportECU 10 determines that the driver is in the abnormal state where thedriver loses the ability to driver the vehicle, and proceeds to a stepS17 to set the abnormality flag Fe to “1”. After the abnormality flag Fewas set to “1”, a determination at the step S11 becomes “No”, and theroutine under the abnormal state (FIG. 4) will substantially function inplace of the routine under the normal state (FIG. 3).

It should be noted that when the abnormality flag Fe is set to “1”, thedriving support ECU 10 is preferred to automatically perform the LKA.That is, it is preferable that the driving support ECU 10 forciblyperform the LKA even when the operation switch 18 is not selected toperform the LKA. Accordingly, even when the driver does not perform thesteering operation, the own vehicle can be made to travel along thetarget traveling line (the central position of the left and right whitelines). In addition, when the abnormality flag Fe is set to “1”, thedriving support ECU 10 stops the ACC, and makes the vehicle decelerateor travel at a constant speed as described later.

Besides, when any operation by the driver is not detected, an alert tothe driver may be started at an arbitrary timing at which the value ofthe abnormality determination timer te has not reached the abnormalityconfirmation time teref. For example, the driving support ECU 10 outputsa no-driving-operation warning instruction to the warning ECU 80 whenthe value of the abnormality determination timer te exceeds a warningstart time tal. Accordingly, the warning ECU 80 makes a warning soundfrom the buzzer 81, makes a warning lamp blink on the indicator 82, anddisplays a warning message urging the driver to operate any one of “theaccelerator pedal 11 a, the brake pedal 12 a, and the steering wheelSW”.

Next, the routine under the abnormal state (FIG. 4) performed by thedriving support ECU 10 will be described. When the routine under theabnormal state (FIG. 4) is started, the driving support ECU 10determines, at a step S31, whether or not the abnormality flag Fe is“1”. The driving support ECU 10 makes an “Yes” determination right afterthe abnormality flag Fe was set to “1” in the routine under the normalstate, and proceeds to a step S32. The driving support ECU 10determines, at the step S32, whether or not a stop permission flag Fa isset to “0”.

The stop permission flag Fa is an information showing whether or not thevehicle is in a situation where stopping the vehicle is permitted whenthe driver is determined to be in the abnormal state. The value of thestop permission flag Fa being “1” means that the vehicle is in thesituation where stopping the vehicle is permitted. The stop permissionflag Fa being “0” means that the vehicle is in a situation wherestopping the vehicle is not permitted. At a point in time when theignition key is turned on, the stop permission flag Fa is initialized tobe set to “0” (Fa=0). Therefore, the driving support ECU 10 makes an“Yes” determination when performing a determination process of the stepS32 for the first time.

When the driving support ECU 10 makes an “Yes” determination at the stepS32, the driving support ECU 10 outputs, at a subsequent step S33, thehelp net connection instruction to the external communication ECU 110.Accordingly, the external communication ECU 110 transmits thecommunication connection request to the help net center HNC via thewireless communication device 111. In this case, the communicationconnection request may be transmitted to the help net center HNC bytransmitting the help signal to the help net center HNC.

Next, the driving support ECU 10 determines, at a step S34, whether ornot the communication connection between the wireless communicationdevice 111 and the help net center HNC (hereinafter, simply referred toas the “communication connection”) is established. When thecommunication connection is established, the external communication ECU110 transmits to the driving support ECU 10 a communication resultsignal representing an establishment of the communication connection.Therefore, the driving support ECU 10 performs the determination of thestep S34 based on whether or not the driving support ECU 10 has receivedthe communication result signal transmitted from the externalcommunication ECU 110.

It should be noted that in this step S34, the communication connectionis determined to be established when a response to the communicationconnection request is received from the help net center HNC. However,for example, a determination whether or not a wireless communicationenvironment where the vehicle is currently positioned is not “out ofrange” (that is, a state of the communication connection) may beperformed in the step S34.

When the communication connection is not established, the drivingsupport ECU 10 keeps, at a step S35, the vehicle speed at the currentvehicle speed. In this case, the driving support ECU 10 outputs to theengine ECU 30 and the brake ECU 40 an instruction signal for making theown vehicle travel at a constant speed of the current vehicle speed SPDobtained based on the signal from the vehicle speed sensor 16.Accordingly, a traveling state of the own vehicle becomes a state oftraveling at a constant speed. It should be noted that in a case whenthe traveling at a constant speed is continued, it is preferable thatthe driving support ECU 10 stores a vehicle speed of when the travelingat a constant speed was started and keeps that vehicle speed. Inaddition, the process at the step S35 does not necessarily require thatthe vehicle speed of the own vehicle is kept at the current vehiclespeed. The vehicle may be made to travel at a constant speed set inadvance (a safe vehicle speed). The driving support ECU 10 tentativelyterminates the routine under the abnormal state after performing theprocess of the step S35.

When the communication connection between the wireless communicationdevice 111 and the help net center HNC is established (S34: Yes) as aresult of repeating the processes stated above, the driving support ECU10 proceeds to a step S36, and sets the stop permission flag Fa to “1”(Fa=1). Subsequently, the driving support ECU 10 outputs, at the stepS37, a transmission instruction of the help signal to the externalcommunication ECU 110. Accordingly, the help signal is transmitted tothe help net center HNC from the wireless communication device 111. Thehelp signal is a signal representing that the driver is in the abnormalstate where the driver loses the ability to drive the vehicle, andincludes the positional information of the own vehicle at the currenttime and the ID for identifying the own vehicle. It should be noted thatthe help signal may be information including at least the positionalinformation of the own vehicle.

Next, the driving support ECU 10 determines, at a step S38, whether ornot the own vehicle is not in a stop state based on the vehicle speedSPD. When this determination is made for the first time, the drivingsupport ECU 10 makes an “Yes” determination since the own vehicle is notin the stop state. Based on this determination, the driving support ECU10 proceeds to a step S39, and decelerates the own vehicle at anacceleration-under-the-abnormal-state a which is a target accelerationwith a constant value set in advance. In this case, the driving supportECU 10 calculates an acceleration of the own vehicle from a changeamount of the vehicle speed SPD per unit time obtained based on thesignal from the vehicle speed sensor 16, and outputs to the engine ECU30 and the brake ECU 40 an instruction signal for matching theacceleration thereof with the acceleration-under-the-abnormal-state a.

Subsequently, the driving support ECU 10 outputs, at a step S40, alighting instruction of the stop lamp 72 and a blinking instruction ofthe hazard lamp 71 to the meter ECU 70. As a result, the stop lamp 72lights and the hazard lamp 71 blinks, making it possible to alert adriver of a following vehicle. The driving support ECU 10 tentativelyterminates the routine under the abnormal state after performing theprocess of the step S40.

The driving support ECU 10 decelerates the own vehicle, transmitting thehelp signal to the help net center HNC by repeating the processesdescribed above. Accordingly, the help net center HNC can make anemergency dispatch request to the on-site processing department which isin charge of the area where the own vehicle is positioned.

When the vehicle speed SPD reaches zero by the deceleration of the ownvehicle, that is, when the own vehicle stops (S38: No), the drivingsupport ECU 10 outputs, at a step S41, an actuation instruction of theelectrically-driven parking brake to the electrically-driven parkingbrake ECU 50, the blinking instruction of the hazard lamp 71 to themeter ECU 70, and an unlock instruction of the door lock device 91 tothe body ECU 90. Accordingly, the electrically-driven parking brake isbrought into an actuation state, a blinking state of the hazard lamp 71is continued, and the door lock device 91 is brought into an unlockstate. In addition, the driving support ECU 10 prohibits theacceleration override (invalidate an acceleration request based on theaccelerator pedal operation) while the own vehicle is in the stop state.The driving support ECU 10 tentatively terminates the routine under theabnormal state after performing the process of the step S41.

According to the vehicle traveling control apparatus of the presentembodiment described above, when the state-with-no-driving-operation hascontinued for more than or equal to the abnormality confirmation timeteref (S16: Yes), the driver is determined to have fallen into theabnormal state, and the communication connection request is transmittedto the help net center HNC. Stopping the vehicle (decelerating thevehicle for making the vehicle stop) is not permitted until it isdetected that the communication connection between the wirelesscommunication device 111 and the help net center HNC is established,that is, until it is confirmed that a situation where the help signalcan be transmitted to the help net center HNC is realized. Besides,while the communication connection between the wireless communicationdevice 111 and the help net center HNC is not established, the vehiclespeed of the own vehicle is maintained even after the driver wasdetermined to have fallen into the abnormal state. That is, it ispossible to keep the own vehicle in the traveling state so that the ownvehicle does not stop until the communication connection is established.

For example, when the driver of the own vehicle has been determined tobe in the abnormal state in a tunnel, it is difficult to establish thecommunication connection between the wireless communication device 111and the help net center HNC. In this case, it is possible to make theown vehicle travel at a constant speed until a situation where the ownvehicle comes out of the tunnel and the aforementioned communicationconnection is established is realized.

As a result, according to the vehicle traveling control apparatus of thepresent embodiment, since stopping the vehicle (decelerating the vehiclefor making the vehicle stop) is permitted under a situation where thehelp net center HNC can surely recognize the position of the ownvehicle, it becomes possible to properly make the call for an ambulanceas well as the call for a rescue team and to request a road managementstation for supporting other vehicles.

Modification Example 1 of a Routine Under an Abnormal State

For example, in midst of the deceleration for making the vehicle stop,owing to the vehicle entering a tunnel and the like, there may be a casethat the communication between the wireless communication device 111 andthe help net center HNC is interrupted after the communicationconnection was once established. If the vehicle is made to stop in sucha case, it becomes impossible for the help net center HNC to recognizethe position of the vehicle inside which the driver who has beendetermined to be in the abnormal state is.

Therefore, in a modification example 1 of the routine under the abnormalstate, in a case when the communication between the wirelesscommunication device 111 and the help net center HNC is interrupted inmidst of the deceleration for making the vehicle stop, the drivingsupport ECU 10 stops a decelerated traveling and switches to a travelingat a constant speed (a constant speed traveling).

FIG. 5 shows the modification example 1 of the routine under theabnormal state. The driving support ECU 10 repeatedly performs a routineunder the abnormal state of the modification example 1 (FIG. 5) insteadof the routine under the abnormal state of the embodiment (FIG. 4) everytime a predetermined calculation interval elapses. Hereinafter, only asimple description will be made for processes same as the processes ofthe embodiment by adding the same step numbers to FIG. 5. The routineunder the abnormal state of the modification example 1 corresponds tothe routine under the abnormal state of the embodiment to whichprocesses of a step S42 and a step S43 are added.

When the communication connection between the wireless communicationdevice 111 and the help net center HNC is established and the stoppermission flag Fa is set to “1” (S36) after the routine under theabnormal state of the modification example 1 was started, the drivingsupport ECU 10 proceeds to a step S42. The driving support ECU 10determines, at the step S42, whether or not the communication connectionbetween the wireless communication device 111 and the help net centerHNC continues. The driving support ECU 10 makes an “Yes” determinationright after the stop permission flag Fa was set to “1” at the step S36,and in this case, the driving support ECU 10 proceeds to theaforementioned step S37 (the transmission process of the help signal).

On the other hand, when the communication connection between thewireless communication device 111 and the help net center HNC isinterrupted, the driving support ECU 10 makes a “No” determination atthe step S42. In this case, the driving support ECU 10 sets, at the stepS43, the stop permission flag Fa to “0” (Fa=0), and proceeds to the stepS35 to make the own vehicle travel at a constant speed so that thecurrent vehicle speed is maintained.

Therefore, after the stop permission flag Fa was set to “0” at the stepS43, the communication connection request is to be transmitted again tothe help net center HNC by the processes from the step S33. When thecommunication connection is again established (S34: Yes) as a result ofrepeating the processes stated above, the transmission of the helpsignal to the help net center HNC (S37) and the deceleration of the ownvehicle (S39) are started.

According to the modification example 1 of the routine under theabnormal state described above, when the communication between thewireless communication device 111 and the help net center HNC isinterrupted in midst of the deceleration for making the vehicle stop,the driving support ECU 10 stops the decelerated traveling and switchesto the constant speed traveling. Accordingly, it is possible to move thevehicle to a position where the communication between the wirelesscommunication device 111 and the help net center HNC can be resumed.Therefore, the communication between the wireless communication device111 and the help net center HNC is ensured to be made at a positionwhere the vehicle stops, and as a result, the emergency measure such asthe rescue of the driver and the like can be taken properly.

Modification Example 2 of the Routine Under the Abnormal State

In this modification example 2 of the routine under the abnormal state,a permission condition for making the vehicle stop is that the stoppermission signal is transmitted to the own vehicle from the help netcenter HNC. That is, the driving support ECU 10 does not make the ownvehicle stop until the driving support ECU 10 receives the stoppermission signal from the help net center HNC even if the communicationconnection between the wireless communication device 111 and the helpnet center HNC is established.

FIG. 6 shows the modification example 2 of the routine under theabnormal state. The driving support ECU 10 repeatedly performs a routineunder the abnormal state of the modification example 2 (FIG. 6) insteadof the routine under the abnormal state of the embodiment (FIG. 4) everytime a predetermined calculation interval elapses. Hereinafter, only asimple description will be made for processes same as the processes ofthe embodiment by adding the same step numbers to FIG. 6. The routineunder the abnormal state of the modification example 2 corresponds tothe routine under the abnormal state of the embodiment to whichprocesses of steps S44, S45, S46, and S47 are added between the step S32and the step S36.

After the routine under the abnormal state of the modification example 2was started, the driving support ECU 10 makes an “Yes” determination atthe step S31 and the step S32, and proceeds to the step S44. The drivingsupport ECU 10 determines, at the step S44, whether or not a connectionflag Fc is set to “0”.

The connection flag Fc is an information showing whether or not thecommunication connection between the wireless communication device 111and the help net center HNC is established. The value of the connectionflag Fc being “1” means that the communication connection isestablished. The value of the connection flag Fc being “0” means thatthe communication connection is not established. At a point in time whenthe ignition key is turned on, the connection flag Fc is initialized tobe set to “0” (Fc=0). Therefore, the driving support ECU 10 makes an“Yes” determination when performing a determination process of the stepS44 for the first time.

When the connection flag Fc is “0”, the driving support ECU 10 outputs,at the step S33, the help net connection instruction to the externalcommunication ECU 110, and while the communication connection is notestablished (S34: No), keeps the vehicle speed of the own vehicle at thecurrent vehicle speed at the step S35. When the communication connectionbetween the wireless communication device 111 and the help net centerHNC is established (S34: Yes) as a result of repeating the processesstated above, the driving support ECU 10 sets, at the step S45, theconnection flag Fc to “1”. Subsequently, the driving support ECU 10outputs, at the step S46, the transmission instruction of the helpsignal to the external communication ECU 110. Accordingly, the helpsignal is transmitted to the help net center HNC from the wirelesscommunication device 111. The help net center HNC makes an emergencydispatch request to the on-site processing department which is in chargeof the area where the own vehicle is positioned based on the helpsignal.

Subsequently, the driving support ECU 10 determines, at the step S47,whether or not the stop permission signal was transmitted from the helpnet center HNC.

When the road management station RS which is one of the on-siteprocessing departments receives an emergency dispatch request from thehelp net center HNC, the road management station RS performs apreparation for making the vehicle inside which the driver who hasfallen into the abnormal state is (may be referred to as the “vehicle”)stop. This preparation includes, for example, a display of a message of“emergency stop vehicle” using electronic message boards, an activationof a smoke candle, a regulation of traveling lanes for other vehicleswith pylons and the like, and so on. When the aforementioned preparationhas been finished, the road management station RS transmits apreparation finished signal to the help net center HNC. When the helpnet center HNC has received the preparation finished signal from theroad management station RS, the help net center HNC transmits the stoppermission signal to the wireless communication device 111 of thevehicle.

When the stop permission signal has not been transmitted from the helpnet center HNC (that is, when the driving support ECU 10 has notreceived the stop permission signal) at the step S47, the drivingsupport ECU 10 proceeds to the step S35 and keeps the vehicle speed ofthe own vehicle at the current vehicle speed. When it is detected thatthe stop permission signal has been transmitted from the help net centerHNC (S47: Yes) as a result of repeating the processes stated above, thedriving support ECU 10 proceeds to the step S36, and sets the stoppermission flag Fa to “1”. Accordingly, the deceleration of the ownvehicle is started and eventually the own vehicle stops.

According to the modification example 2 of the routine under theabnormal state, the deceleration of the own vehicle is not started untilthe driving support ECU 10 receives the stop permission signal from thehelp net center HNC, for example, until the road management station RSfinishes the preparation after having transmitted the help signal to thehelp net center HNC. Therefore, it is possible to keep an impact onother vehicles caused by making the own vehicle stop (collision, trafficjam and the like) to a minimum.

Modification Example 3 of the Routine Under the Abnormal State

In the aforementioned embodiment, when the abnormal state of the driverwas detected, the driving support ECU 10 decelerates the own vehicle tomake the own vehicle stop at a stage where the communication connectionbetween the wireless communication device 111 and the help net centerHNC has been established. However, the following case may be consideredthat the communication connection is not established for some reason.For example, a case where a communication failure has occurred in thehelp net system HNS may correspond to such a case.

Therefore, in the modification example 3 of the routine under theabnormal state, in a case when the communication connection between thewireless communication device 111 and the help net center HNC cannot beestablished for more than or equal to a predetermined time in spite oftransmitting the communication connection request to the help net centerHNC, the driving support ECU 10 stops the constant speed traveling ofthe own vehicle and makes the own vehicle stop.

FIG. 7 shows the modification example 3 of the routine under theabnormal state. A flowchart shown in FIG. 7 is a partial flowchartshowing processes which are added to after the step S35 in the routineunder the abnormal state of the embodiment (FIG. 4).

After the driving support ECU 10 makes the own vehicle travel at aconstant speed at the step S35, the driving support ECU 10 proceeds to astep S51, and increases a value of a communication failure timer tc by“1”. The value of this communication failure timer tc has been set to“0” when the ignition switch is turned on. Therefore, the communicationfailure timer tc represents a time during which the communicationconnection is not established in spite of transmitting the communicationconnection request to the help net center HNC, in other words, a timeduring which stopping the vehicle is not permitted after the driver hasbeen determined to be in the abnormal state.

Subsequently, the driving support ECU 10 determines, at a step S52,whether or not the value of the communication failure timer tc hasexceeded the communication abnormality determination time tcref set inadvance. When the value of the communication failure timer tc is lessthan or equal to the communication abnormality determination time tcref,the driving support ECU 10 tentatively terminates the routine under theabnormal state. The driving support ECU 10 repeats the processes statedabove. Therefore, when the value of the communication failure timer tcis less than or equal to the communication abnormality determinationtime tcref, the own vehicle continues to be made to travel at a constantspeed. When any abnormality has not occurred in a communication system,the communication connection between the wireless communication device111 and the help net center HNC is established before the value of thecommunication failure timer tc reaches the communication abnormalitydetermination time tcref. Therefore, the processes after the step S35will not be performed.

On the other hand, when some abnormality has occurred in thecommunication system, the value of the communication failure timer tcexceeds the communication abnormality determination time tcref (S52:Yes). In this case, the driving support ECU 10 sets, at a step S53, thestop permission flag Fa to “1”, and tentatively terminates the routineunder the abnormal state. Therefore, when the routine under the abnormalstate is resumed, the deceleration of the own vehicle is started (theprocesses progress in the following order, S32, S37, S38, S39).Accordingly, it is possible to make the own vehicle stop.

According to the modification example 3 of the routine under theabnormal state described above, when a time during which thecommunication connection between the wireless communication device 111and the help net center HNC cannot be established, in other words, atime during which stopping the vehicle is not permitted after the driverhas been determined to be in the abnormal state has exceeded thecommunication abnormality determination time tcref, the own vehicle isdecelerated so that the own vehicle stops. Therefore, it is possible tocope with the occurrence of communication failures in the help networksystem HNS.

It should be noted that the modification example 3 of the routine underthe abnormal state can be also applied to the modification example 1 orthe modification example 2 of the routine under the abnormal state. Inthis case as well, when the time during which stopping the vehicle isnot permitted after the driver has been determined to be in the abnormalstate has exceeded the communication abnormality determination timetcref, the own vehicle is decelerated so that the own vehicle stops.

Modification Example 4 of the Routine Under the Abnormal State

It is considered that the driver's state comes back to the normal statefrom the abnormal state after the driving support ECU 10 determined thatthe driver was in the abnormal state. Therefore, in the modificationexample 4 of the routine under the abnormal state, processes of when thedriver's state has come back to the normal state are added.

FIG. 8 shows the modification example 4 of the routine under theabnormal state. A flowchart shown in FIG. 8 is a partial flowchartshowing processes which are added to between the step S31 and the stepS32 in the routines under the abnormal state of the embodiment and themodification examples 1 to 3.

After the driving support ECU 10 determined, at the step S31, that theabnormality flag Fe is “1”, the driving support ECU 10 proceeds to astep S61, and outputs a no-driving-operation warning instruction to thewarning ECU 80. Accordingly, the warning ECU 80 makes a warning soundfrom the buzzer 81, makes a warning lamp blink on the indicator 82, anddisplays a warning message urging the driver to operate any one of “theaccelerator pedal 11 a, the brake pedal 12 a, and the steering wheelSW”.

Subsequently, the driving support ECU 10 determines, at a step S62,whether or not the driver is in a state where the driver does notperform any driving operation (a state-with-no-driving-operation). Thisdetermination process may be the same as the determination processes inthe step S13 in the routine under the normal state, or may require adetection of a more specific driving operation than the above-mentioneddriving operations. The driving support ECU 10 proceeds to the step S32when the state where the driver does not perform any driving operationremains unchanged.

When the driving operation by the driver has been detected (S62: Yes) inmidst of repeating the processes stated above, the driving support ECU10 proceeds to a step S63 and transmits a cancel signal (a signalrepresenting that the driver is not in the abnormal state and that therescue of the driver and the support for other vehicles becameunnecessary) to the help net center HNC. It should be noted that whenthe help signal has not been transmitted to the help net center HNC yetat this point in time, the process of the step 63 is not necessary.

Next, the driving support ECU 10 sets, at a step S64, the abnormalityflag Fe to “0”, and tentatively terminates the routine under theabnormal state. In this case, the processes such as the decelerationcontrol of the own vehicle, the warning, the alert to the followingvehicle, and so on which had been performed until that time areterminated, and a usual vehicle control (a vehicle control based only onthe operations by the driver) will be resumed. In addition, after that,the routine under the normal state (FIG. 3) will substantially functionin place of the routine under the abnormal state.

According to the modification example 4 of the routine under theabnormal state described above, in a case when it has been detected thatthe driver's state comes back to the normal state from the abnormalstate after having transmitted the help signal to the help net centerHNC, the cancel signal is transmitted to the help net center HNC.Accordingly, a rescue of the driver, a support for other vehicles, andthe like can be canceled properly.

Modification Example 1 of the Routine Under the Normal State

Next, a modification example 1 of the routine under the normal statewill be described. In this modification example 1, the driving supportECU 10 repeatedly determines whether or not “the driver is in theabnormal state in which the driver loses the ability to drive thevehicle” while the vehicle is traveling. The driving support ECU 10classifies a current state of the driver into the following threephases, “normal”, “temporarily abnormal”, and “regularly abnormal”, andperforms processes corresponding to each phase. When the driver has beenfirst determined to be in the abnormal state, the driving support ECU 10changes the state of the driver from “normal” which had been set untilthat time to “temporarily abnormal”.

When the driving support ECU 10 sets the driver's state to “temporarilyabnormal”, the driving support ECU 10 warns the driver for urging thedriver to conduct driving operations, and forces the vehicle todecelerate at a constant deceleration. It is preferred that the drivingsupport ECU 10 starts the LKA if the LKA has not been conducted.

When the driver resumes the driving operations after having recognizedthe warning or the deceleration of the vehicle, the driving support ECU10 detects the driving operations by the driver and changes the driver'sstate from “temporarily abnormal” which had been set until that timeback to “normal”. In this case, the warning to the driver and thedeceleration of the vehicle which had been performed until that time areterminated.

On the other hand, when a predetermined time has passed without anydriving operation by the driver being conducted in spite of warning tothe driver and decelerating the own vehicle, it is highly likely thatthe driver is in the abnormal state. Therefore, when the vehicle speeddecreases to a predetermined speed after the deceleration of the ownvehicle was started and when a duration time during which the driver'sstate is set to “temporarily abnormal” becomes more than or equal to thepredetermined time, the driving support ECU 10 sets the driver's stateto “abnormal”.

The driving support ECU 10 sets the current driver's state, classifyingthe state into “normal”, “temporarily abnormal”, and “abnormal”, andstores the set state. A temporary abnormality flag Fet and anabnormality flag Fe are used as information showing the driver's state.The value of the temporary abnormality flag Fet being “1” means that thecurrent state of the driver is “temporarily abnormal”. The value of theabnormality flag Fe being “1” means that the current state of the driveris “abnormal”. The values of the temporary abnormality flag Fet and theabnormality flag Fe being both “0” means that the current state of thedriver is “normal”. At a point in time when the ignition key is turnedon, the temporary abnormality flag Fet and the abnormality flag Fe areinitialized to be set to “0”, respectively (Fet=0, Fe=0).

FIG. 9 shows a flowchart showing the modification example 1 of theroutine under the normal state. When the ignition switch is turned on,the routine under the normal state of this modification example 1 startsin place of the routine under the normal state of the embodiment (FIG.3). It should be noted that this routine under the normal state isactivated when the ACC is being conducted.

The driving support ECU 10 determines, at a step S101, whether or notthe abnormality flag Fe is “0”. The driving support ECU 10 makes an“Yes” determination at the step S101 since the abnormality flag Fe hasbeen initialized right after the ignition switch was turned on. In thiscase, the driving support ECU 10 proceeds to a step S102 to determinewhether or not the temporary abnormality flag Fet is “0”. The drivingsupport ECU 10 makes an “Yes” determination at the step S102 since thetemporary abnormality flag Fet has been initialized as well right afterthe ignition switch was turned on.

In this case, the driving support ECU 10 proceeds to a step S103 todetermine whether or not the vehicle speed SPD is more than or equal tothe abnormality determination permission vehicle speed SPD0 set inadvance. The driving support ECU 10 tentatively terminates this routineunder the normal state in a case when the vehicle speed SPD is less thanthe abnormality determination permission vehicle speed SPD0.

In a case when the vehicle speed SPD is determined to be more than orequal to the abnormality determination permission vehicle speed SPD0(S103: Yes), the driving support ECU 10 determines, at a step S104,whether or not the driver is in a state where the driver does notperform any driving operation (a state-with-no-driving-operation). Amethod for determining the state-with-no-driving-operation is the sameas the method of the step S13 in the embodiment.

In a case when the current state is not thestate-with-no-driving-operation (S104: Yes), the driving support ECU 10clears, at a step S105, a value of a temporary abnormality determinationtimer te1 to zero and tentatively terminates the routine under thenormal state. The value of the temporary abnormality determination timerte1 is set to “0” when the ignition switch is turned on.

When the state-with-no-driving-operation is detected as a result ofrepeating the processes stated above, the driving support ECU 10increases, at a step S106, the value of the temporary abnormalitydetermination timer te1 by “1”. Therefore, the value of the temporaryabnormality determination timer te1 represents a time during which thestate-with-no-driving-operation continues.

Next, the driving support ECU 10 determines, at a step S107, whether ornot the value of the temporary abnormality determination timer te1 ismore than or equal to a temporary abnormality confirmation time te1 refset in advance. When the duration time of thestate-with-no-driving-operation is less than the temporary abnormalityconfirmation time te1 ref, the driving support ECU 10 tentativelyterminates the routine under the normal state.

When an operation by the driver is detected (S104: Yes) in the middle ofthe repetition of the processes stated above, the value of the temporaryabnormality determination timer te1 is cleared to zero at the step S105.

On the other hand, when the value of the temporary abnormalitydetermination timer te1 reaches the temporary abnormality confirmationtime te1 ref without any driving operations by the driver being detected(S107: Yes), the driving support ECU 10 proceeds to a step S108 to setthe temporary abnormality flag Fet to “1”. A timing at which thetemporary abnormality flag Fet has been set to “1” is a timing at whichthe driving support ECU 10 has first determined that the driver is inthe abnormal state where the driver loses the ability to drive thevehicle (that is, has temporarily determined that the driver is in theabnormal state). After the temporary abnormality flag Fet was set to“1”, a determination at the step S102 becomes “No”, and after that, theprocesses of the step S103 to the step S108 are skipped and processesafter a step S109 will be repeatedly performed.

It should be noted that when the temporary abnormality flag Fet is setto “1”, or when the abnormality flag Fe is set to “1”, the drivingsupport ECU 10 is preferred to automatically perform the LKA. That is,it is preferable that the driving support ECU 10 forcibly perform theLKA even when the operation switch 18 is not selected to perform theLKA. Accordingly, even when the driver does not perform the steeringoperation, the own vehicle can be made to travel along the targettraveling line (the central position of the left and right white lines).

In addition, when the temporary abnormality flag Fet is set to “1”, orwhen the abnormality flag Fe is set to “1”, the driving support ECU 10stops the ACC, and makes the vehicle decelerate or travel at a constantspeed as described later.

The driving support ECU 10 determines, at a step S109, whether or notthe driver is in the state where the driver does not perform any drivingoperation (the state-with-no-driving-operation). This determination isthe same as the determination process of the step S104. When the vehicleis in the state-with-no-driving-operation (S109: No), the drivingsupport ECU 10 proceeds to a step S110 to increase a value of anabnormality determination timer te2 by “1”. The value of the abnormalitydetermination timer te2 is set to “0” when the ignition switch is turnedon.

Subsequently, the driving support ECU 10 outputs, at a step S111, ano-driving-operation warning instruction to the warning ECU 80.Accordingly, the warning ECU 80 makes a warning sound from the buzzer81, makes a warning lamp blink on the indicator 82, and displays awarning message urging the driver to operate any one of “the acceleratorpedal 11 a, the brake pedal 12 a, and the steering wheel SW”.

Subsequently, the driving support ECU 10 determines, at a step S112,whether or not the current vehicle speed SPD of the own vehicle is lessthan or equal to a first vehicle speed SPD1. When the vehicle speed SPDis greater than the first vehicle speed SPD1 (S112: No), the drivingsupport ECU 10 decelerates, at a step S113, the own vehicle at adeceleration-under-the-temporarily-abnormal-state ae set in advance, andtentatively terminates the routine under the normal state. It should benoted that the first vehicle speed SPD1 is set to a value lower than theabnormality determination permission vehicle speed SPD0. Besides, thedeceleration-under-the-temporarily-abnormal-state ae is set to a value,an absolute value thereof is smaller than the absolute value of thedeceleration-under-the-abnormal-state a.

When the driving operation by the driver is detected (S109: Yes) in themiddle of the repetition of the processes stated above, the drivingsupport ECU 10 proceeds to a step S114 to set the temporary abnormalityflag Fet to “0”, and at a step S105, clears the value of the abnormalitydetermination timer te2 to zero. Therefore, the value of the abnormalitydetermination timer te2 represents a time during which thestate-with-no-driving-operation continues after the temporaryabnormality flag Fet was set to “1”.

On the other hand, when the vehicle speed SPD becomes less than or equalto the first vehicle speed SPD1 without any driving operation by thedriver being detected, the driving support ECU 10 proceeds to a stepS116 to determine whether or not the value of the abnormalitydetermination timer te2 is more than or equal to an abnormalityconfirmation time te2 ref. When the value of the abnormalitydetermination timer te2 is less than the abnormality confirmation timete2 ref (S116: No), the driving support ECU 10 keeps the vehicle speedat the current vehicle speed at a step S117. In this case, the drivingsupport ECU 10 outputs to the engine ECU 30 and the brake ECU 40 aninstruction signal for making the own vehicle travel at a constant speedof the current vehicle speed SPD obtained based on the signal from thevehicle speed sensor 16. Accordingly, a traveling state of the ownvehicle is switched from a decelerated traveling which has beenperformed until that time to a traveling at a constant speed (a constantspeed traveling). It should be noted that the vehicle speed kept at thestep S117 is preferred to be set by a method similar to the method ofthe aforementioned step S35.

The driving support ECU 10 repeats the processes stated above, and whenthe value of the abnormality determination timer te2 has become morethan or equal to the abnormality confirmation time te2 ref (S116: Yes),the driving support ECU 10 sets, at the step S118, the abnormality flagFe to “1” in place of the temporary abnormality flag Fet (Fet=0, Fe=1).Accordingly, it is confirmed that the driver is in the abnormal state.

According to the modification example 1 of the routine under the normalstate described above, when the state-with-no-driving-operation hascontinued for more than or equal to the temporary abnormalityconfirmation time te1 ref (S107: Yes), the driver's state is set to“temporarily abnormal” (S108), the warning is raised to the driver(S111), and the deceleration of the vehicle is started (S113). Then,when the vehicle speed SPD has decreased less than or equal to the firstvehicle speed SPD1 with the state-with-no-driving-operation being kept,if the state-with-no-driving-operation has not continued for more thanor equal to the predetermined time (the abnormality confirmation timete2 ref) from the point in time at which “temporarily abnormal” was set,a traveling state of the own vehicle is switched from the deceleratedtraveling to the constant speed traveling. Accordingly, the own vehicleis made to wait with a state in which the own vehicle is traveling. Bymaking the vehicle travel at a constant speed as mentioned above, itbecomes possible to ensure a time for determining whether or not thedriver is in the abnormal state. Therefore, the help signal can betransmitted to the help net center HNC at a timing at which thedetermination accuracy (estimation accuracy) of the driver's abnormalstate has been surely raised (at a timing at which a possibility thatthe driver is in the abnormal state has become very high). Accordingly,erroneous reports to the help net center HNC can be suppressed.

It should be noted that in this example, a switch from “temporarilyabnormal” to “abnormal” is performed based on both of the vehicle speedSPD and the elapsed time after the driver's state having been set to“temporarily abnormal”. However, the switch from “temporarily abnormal”to “abnormal” is not necessarily performed based on these twoconditions. For example, the switch from “temporarily abnormal” to“abnormal” may be performed based only on either of the following twoconditions; one is a condition that the vehicle speed SPD has decreasedless than or equal to the first vehicle speed SPD1 with thestate-with-no-driving-operation being kept after the driver's statehaving been set to “temporarily abnormal”, and the other is a conditionthat the state-with-no-driving-operation has continued for more than orequal to the abnormality confirmation time te2 ref after the driver'sstate having been set to “temporarily abnormal”. Further, otherconditions may be also combined.

The vehicle traveling control apparatuses according to the presentembodiment and modification examples have been described. However, thepresent invention is not limited to the aforementioned embodiment andthe modification examples and may adopt various modifications within ascope of the present invention.

For example, in the present embodiment, the abnormality determination ofthe driver is performed based on the duration time of thestate-with-no-driving-operation. However, the abnormality determinationof the driver may be performed by making use of a so-called “drivermonitor technique” which is disclosed in Japanese Patent ApplicationLaid-Open (kokai) No. 2013-152700 and the like. More specifically, acamera for photographing a driver is provided on an interior member of avehicle (for example, a steering wheel, a pillar, and the like). Thedriving support ECU 10 monitors a direction of a driver's line of sightor a driver's face direction using the photographed image by the camera.The driving support ECU 10 determines that the driver is in the abnormalstate when the driver's line of sight or the driver's face direction hasbeen in a certain direction for more than or equal to a predeterminedtime, wherein the certain direction is a direction to which the driver'sline of sight or the driver's face direction does not face while drivingnormally.

In addition, the abnormality determination of the driver may beperformed using the confirmation button 20. More specifically, thedriving support ECU 10 urges the driver to operate the confirmationbutton 20 by the indication and/or the sound every time a first timeelapses, and determines that the driver is in the abnormal state when astate with no operation of the confirmation button 20 has continued formore than or equal to a second time longer than the first time.

The abnormality determination using the photographed image or theconfirmation button 20 described above can be used also when performingthe determination of “temporarily abnormal” (S104) and the abnormalitycontinuation determination after reporting to the help net center HNC(S62).

Further, in the present embodiment, the abnormality determination of thedriver is performed under the situation where a traveling supportcontrol (ACC in the present embodiment) which makes the vehicle travelwithout the accelerator pedal operation by the driver is beingperformed, and when the driver's abnormality is detected, the travelingcontrol which makes the vehicle decelerate or stop in place of ACC isperformed. However, even under the situation where the ACC is not beingperformed, when the driver's abnormality is detected, the travelingcontrol which makes the vehicle decelerate or stop may be performed byconducting the aforementioned each control routine.

1. A vehicle traveling control apparatus applied to a vehiclecomprising; abnormality determination means for continuously determiningwhether or not a driver of said vehicle is in an abnormal state wheresaid driver loses an ability to drive said vehicle; vehicle positionacquisition means for acquiring a positional information representing acurrent position of said vehicle; stop traveling means for making saidvehicle stop by decreasing a vehicle speed of said vehicle to zero afteran abnormality determination point in time which is a point in time atwhich said driver has been determined to be in said abnormal state; andreport means for transmitting to a help net center where a rescuerequest is arranged said positional information of said vehicle viawireless communication based on a determination result that said driveris in said abnormal state, wherein, said stop traveling means isconfigured to; determine whether or not said report means is in apossible state of a communication connection to said help net center;and make said vehicle stop under a condition that said report means isin said possible state of a communication connection.